Power transmission



4 Sheets-Sheet l V. E. MATULAlTlS POWER TRANSMISSION Filed Aug. 8, 1941July 28, 1942.

July 28, 1942- v. E. MATULAlTls POWER TRANSMISSION Filed Aug.` 8, 1941 4Sheets- Sheet 3 NEYS .July 28, 1942. v. E. MATULAITIS POWER TRANSMISSIONFiled Aug. 8, 1941 4 Sheets-Sheet 4 Patented July 28, 1942 POWERTRANSMISSION Victor E. Matulaitis, Detroit, Mich.,A assignor to ChryslerCorporation, Highland Park, Mich., a

corporation of Delaware Application August 8, 1941, Serial No. 405,946

A 8 Claims.

This invention relates to motor vehicles and refers more particularly topower transmission and control mechanism therefor.

My invention has particular reference to transmission systems in whichthe torque load is relieved, as by momentary interruption of the engineignition or by other suitable means, in order to unload positivelyengageable drive control elements so `as to facilitate disengagement ofsuch elements. One example of such a transmission is described andclaimed in the copending application of Carl A. Neracher et al., SerialNo. 335,310, led May 15, 1940.

Heretofore, as in said Neracher et al. application, it is customary toprovide a shiftable drive control element adapted to beunloaded, asaforesaid, to facilitate disengagement thereof with a companion drivecontrol element so arranged in a transmission that when the drivecontrol elements are relatively engaged there is provided a speed ratiodrive and when relatively disengaged there ,is provided another speedratio drive usually slower than the first said drive. Prime mover means,such as a vacuum operated piston and piston rod for example, iscustomarily provided for controlling shift of the shiftable drivecontrol element such that the vacuum power will cause the piston tounload a disengaging spring preparatory for engaging the drive controlelements. Electromagnetically controlled valving is `usually providedfor controlling ventingv and vacuum operation of the piston such thatwhen the piston is vented then the disengaging spring operates to effectdisengagingishift of the shiftable drive control element accompanied byignition interruption. Customarily,`there is provided i an ignitioninterrupter switch operated by movement of the piston rod, it beingdesirable to cause interruption only during the disengaging stroke ofthe piston rod and not on the return stroke which accommodatesengagement of the drive control elements. Usually, asin said Neracher etal. application, this is brought aboutl by reason of an electricalsystem in which a kickdown switch and a governor switch are arranged'for parallel grounding for a circuit controllingthe electromagneticallyoperated valving and the ignition interruption such that when the pistonrod moves on its said return stroke then ignition interruption does nottake place because, even though the ignition interrupter switch closes,the ignition is not grounded out because at such time neither thekickdown switch nor the governor is not interrupted during |accelerationfrom vehicle standstill in the slower ratio drive.

It is desirable for various reasons to arrange the governor and kickdownswitches in series with a ground and the electromagnetically operatedvalving and with such arrangement, if the customary ignition interrupterswitch and piston rod assembly was employed, then ignition interruptionwould occur during said return stroke of the'piston rod because both thekickdown switch and the governor switch would then be closed. In theseries switch arrangement it is desirable to arrange the kickdown switchclosed and the governor switch open when the car is at a standstillwhereas in the parallel switch arrangement it is desirable to have thekickdown switch open and the governor switch closed with the car atstandstill.

It is an object of my invention to provide improved ignitioninterruption control means adapted for use with a'transmission controlof the generaltype aforesaid andwhich is capable of being employed in aseries arrangement of kickdown and governor switches without resultingin engine missing or ignition interruption on the return stroke of thepistonv or other prime mover operator, such interruption occurringonlyat the desired time to facilitate relative disengagement of the drivecontrol elements.

Another object is to provide improved and simplifiedmeans forcontrolling the torque-relieving or torque reversing means.

Another object is to provide a transmission control which is morefool-proof in its operation and in the general drive functions of thevehicle.

Al further. object is to provide an improved prime mover :and ignitioninterrupter switch assembly for controlling shift of a shiftable drivecontrol element.

A still further object is to provide improved control means for thetorque-relieving means whereby the torque relief is brought about onlyas an incident to the one desired direction of movement of the actuatingmeans for the movable or shiftable drive control element and not duringthe return direction of movement of this actuating means.

switch is closed and hence the ring of the engine 55 Further objects andadvantages of my invention reside in the novel combination andarrangement of parts more particularly hereinafter described andclaimed, reference ybeing had to the accompanying drawings in which:

Fig. 1 is a side elevational view showing the motor vehicle engine andpower transmission.

F18. vie through F18. 3 is a similar view speed transmission.

Fig. 4 is a detail enlarged view of the blocker clutch as seen in Fig.3.

Fig. 5 is a sectional plan view illustrated as a development accordingto line 3-3 of Fig. 4, the automatic clutching sleeve being released.

Fig. 6 is a similar view showing the automatic clutching sleeve in itsintermediate shift position during the drive blocking condition.

Fig. .'1 is a similar view showing the automatic clutching sleeve in itscoasting relationship for the Fig. 6 showing, the clutching sleeve beingunblocked during coast forits clutching movement.

Fig. 8 is a similar view showing the automatic clutching sleeve in fullclutching engagement.

Fig. 9 is a view similar to Fig. 5 but showing the automatic clutchingsleeve in its other interis a longitudinal sectional eiovotionai themain clutching mechanism.

through the change mediate shift position during the coast blocking.

condition.

Fig. 10 is a sectional elevational view taken approximately as indicatedby line I3I0 in Fig. 3 butshowing only the upper portion of thetransmission mechanism and particularly the lever operating mechanismforthe automatic clutching sleeve.

Fig. 11 is a diagrammatic view of the control mechanism for theautomatic clutching sleeve, the latter being shown in its releasedposition.

Fig. 12 is a sectional elevational view taken as indicated by line|2--i2 of Fig. 11.

Fig. 13 is a detail enlarged sectional plan view taken as indicated byline |3I3 of Fig. 12.

Fig. 14 is a detail sectional view showing a portion of the interrupterswitch mechanism, the view being taken as indicated byline |4i4 of Fig.15. v

Fig. 15 is a view generally similar to Fig. ll but illustrating theparts in positions corresponding to engaged position of the automaticclutching sleeve.

While my control may be employed in conjunction with various types andarrangements of motor vehicle transmissions, especially where a pair ofrelatively movable positively engageable drive control elements isemployed, in order to illustrate one driving system I have shown myinvention in connection with certain parts of the aforesaid Neracher etal. application.

In the drawings A represents the internal combustion engine which drivesthrough fluid coupling B and conventional type of friction main clutch Cto the speed ratio transmission D whence the drive passes from outputshaft 23 to drive the rear vehicle wheels in the usual manner.

The engine crankshaft 2| carries the varied fluid coupling impeller 22which in the well known manner drives the varied runner 23 whence thedrive passes through hub 24 to clutch driving member 25. This memberthen transmits the drive, whenclutch C is engaged as in Fig. 2, throughdriven member 23 to the transmission driving shaft 21 carrying the maindrive pinion 23. A clutch pedal 23 controls clutch C such that when thedriver depresses this pedal, collar 33 lis thrust forward to causelevers 3i to release the clutch driving pressure plate 32 againstsprings 33 thereby releasing the drive between runner 23 and shaft 21.The primary function of the main clutch C is to enable the driver tomake shifts between neutral, forward and vreverse in transmission D.

`Referring to the transmission, pinion 23 is in constant mesh with gear34 which drives countershaft 33 through an overrunning clutch E of theusual well known type such that when shaft 21 drives in its. usualclockwise direction (looking from front to rear) then clutch E willengage to lock gearv 34 to countershaft 33 whenever the gear 34 tends todrive faster than the countershaft. However, whenever this gear 34 tendsto rotate slower than the countershaft then clutch E will automaticallyrelease whereby shaft 21, under certain conditions, may readily drop itsspeed while countershaft 33 continues to revolve.

countershaft 35 comprises cluster gears 33, 31 and 33 which respectivelyprovide drives in first, third and reverse. Freely rotatable on shaft 23are the first and third driven gears 33 and 43 respectively in constantmesh with countershaft gears 33 and 31. A hub 4i is splined on shaft 23and carries therewith a manually shiftable sleeve 42 adapted to shiftfrom the Fig. 3 neutral position either rearwardly to` clutch with teeth43 of gear 33'or else'forwardly to clutch with teeth 44 of gear 43.Sleeve 42 is operably connected to shift rail 45 adapted for operationby any suitable means under shifting control of the vehicle driver.

Shaft 23 also carries reverse driven gear 43 xed thereto. A reverseidler gear 41 is suitably mounted so that when reverse drive is desired,vidler 41 is shifted into mesh with gears 33 and 46.

First, third and reverse speed ratio drives and neutral are under manualshift control of the vehicle driver, the main clutch C being released bydepressing pedal 23 in shifting into any one of these drives.

First is obtained by shifting sleeve 42 to clutch with teeth 43, thedrive passing from engine A.' through fluid coupling B, clutch C andshaft 21 to pinion 23, thence through gear 34 and clutch E tocountershaft 35. From the countershaft the drive is through gears 36, 39and sleeve 42 to shaft 23.

Third is obtained by shifting sleeve v42 to clutch with teeth 44, thedrive passing from the engine to the countershaft 35 as before, thencethrough gears 31, 43 and sleeve 42 to shaft 23.

Reverse is obtained by shifting idler into mesh with gears 33, 43,sleeve 42 being in neutral, the reverse drive passing from the engine tothe countershaft 35 as before, thence through gears 33, 41 and 43 toshaft 20.

Slidably splined on teeth 43 carried by gear 40 is the automaticclutching sleeve F which, under certain conditions, is adapted to shiftforwardly to clutch with teeth 49 carriedl by pinion 23 therebypositively clutch shaft 21 directly to gear 43. The sleeve F is adaptedto step-up the speed ratio drive from first to second and from third tofourth which is a direct drive speed ratio. Control means is providedwhich limits clutching of sleeve F to approximate synchronism with teeth43 and also to a condition of engine coast. sleeve F being preventedfrom clutching during that condition known as engine drive as when theengine is being speeded up under power.

When driving in first, second is obtained by the driver releasing theusual accelerator pedal 53' thereby allowing springii to close theengine throttle valve and cause the engine to rapidly coast down. Whenthis occurs, the engine along with shaft 21, pinion 23 and gear 34 allslow down while shaft 23 along with gears 39 and 33 continue theirspeeds by accommodation of clutch E which now overruns. The engine slowsdown until teeth 49 are brought to approximate synchronism with sleeve Fwhich thereupon automatically shifts toclutch with teeth 49 resulting ina two-way drive for second as follows: pinion 28 through sleeve F togear 48 thence ythrough gears 31. 36 and 39 to sleeve 42 and shaft 28,the clutch E overrunning.

When driving in third, fourth or direct is obtained just as for secondby driver release of the accelerator pedal and resulting shift of sleeveF to clutch with teeth 49 when these parts are synchronized by reason ofthe engine coasting down from the drive in third. The direct drive is atwo-way drive as follows: pinion 28 through sleeve F to gear 48 thencedirectly throughV sleeve 42 to shaft 28, clutch E overrunning as before.

Referring to Figs. 4 to 9 there is shown the blocking means forcontrolling clutching shift of sleeve F so as to limit clutching thereofto en- .gine coasting and synchronous relationship of the clutchingparts. Sleeve F is provided with a series of pairs of what may be termedlong and short teeth 58, 5| certain of which may be bridged or joinedtogether. A blocker ring 52 is provided with blocking teeth 53 whicheither lie in the path of forward shift of teeth 58 or 5| or elsebetween these teeth to allow clutching shift of sleeve F. Thus, blocker52 has, at'suitable locations, a drive lug 54 engaged in a slot 55 ofgear 40. The blocker is urged under light energizing pressure of spring56 into constant frictional engagement at 51 with pinion 28 so that theblocker tends to rotate with pinion 28 within the4 limits afforded bythe travel of lug 54 circumferentially in slot 55.

During drive in first and third, the speed of shaft 21 exceeds the speedof gear 48 so thatif sleeve F is fully released, the parts will bepositioned as in Fig. 5 wherein the blocker teeth 53 are axially inalignment with the short teeth 5|. If now the sleeve F is urgedforwardly it will move to the Fig. 6 position of drive blocking and willremain in this blocked position as long as the engine drives the car inrst or third.

If now the driver releases the accelerator pedal so that the engine maycoast down under accommodation of overrunning clutch E, while sleeve Fis urged forwardly, /then when pinion 28 is reduced in speed to that ofsleeve F slight further drop in speed of pinion 28 for a fraction of arevolution below the speed of sleeve F will cause blocker 52 to rotateslightly relative to sleeve F until blocker teeth 53 strike the adjacentsides of long teeth 58 as in Fig. 7 thereby limiting further reductionin speed of the blocker relative to sleeve F. At this time the sleeve Fis free to complete its forward clutching shift with teeth 49, as inFig. 8, the blocker teeth 53 passing between adjacent lone and shortteeth 50, 5|. With the sleeve F thus clutched during engine coast, atwo-way drive is established in second or fourth depending on whetherVthe manually shiftable sleeve F was set for iirst or third just priorto the clutching shift of sleeve F. l

In the event that sleeve F is urged forwardly from its Fig. 5 positionat a time when the gea-r 48 is rotating faster than pinion 28, then theblocker 52 will lag behind the sleeve and will be blocked by engagementof long teeth 58 with the blocker teeth 53 as shown in Fig. 9. 'I'his isreferred to as the coast blocking condition. If now the engine isspeeded up by the driver depressing the accelerator pedal in the usualmanner, then the engine and blocker 52 rotate for- 'mechanism Onaccelerating the wardly and blocker teeth 53 move over to the Fig. 6drive blocking position thereby-Jumping the gap between teeth 68 and 5|.-This is the primary reason for providing the long and short teethwhereby sleeve F clutches only from the drive blocking conditionfollowed by engine coast which protects the teeth and avoids harshclutching effects on the passengers and transmission engine from theFig. 9 coast blocking condition, the engine comes up to a speed limitedby engagement of the overrunning clutch E for drive in either iirst orthird depending on the setting of shiftable sleeve 42. Then on releasingthe accelerator pedal the sleeve F will synchronously clutch with teeth49 during coast to step-up the secured to thev rear portion of drive toeither second or fourth as aforesaid.

The transmission is provided with prime mover means for controllingshift of sleeve F along with several control means. Referringparticularly to Figs. 11 and 15, there is illustrated a pressure fluidoperated motor G utilizing differential air pressure for its operation.For convenience this motor is arranged to operate by the vacuum in theintake manifold system of the engine under control of electromagneticmeans.

Forward shift of sleeve F is effected, under control of motor G, byreason of ya spring 58 having its upper end fixed by engaging theoutboard portion of a transverse shaft 59 fixed in the housing oftransmission D. Mounted to freely rock on shaft 59 is a shift yoke 68which engages the shift groove 6| of sleeve F, this yoke having one ofits arms provided with a forwardly extending lever 62 carrying a lateralpin 63 which engagesthe yoke portion 64 of an upstanding lever 65. Thislever 65 is xed to the inboard end of a rockshaft 66 the outboard end ofwhich has xed thereto a bell-crank follower lever member having leverarms 61 and 68. The end of lever 68 is connected to the lower end ofspring 58 andlever 61 carries an actuating abutment portion 69.

Spring 58 acts to yieldingly urge engagement of sleeve F, acting throughlever 68, shaft 66 and lever 65, to cause pin 63 to swing yoke 68'forwardly on its shaft 59 until, when sleeve Fis fully engaged, a stoppin 1| engages the forward at face 12 of lever 62. This limits rearwardswing of lever 61.

The motor G comprises a central body part 13 to which is secured therear part 14 and the forward Ycylindrical closure part 15. A piston 16slidably ts within cylinder 15 and is centrally catory leader mem-ber orpiston rod 1 1. The forward end of this piston rod carries an abutmentleader rod or pin 18 xed thereto and arranged to engage abutment 69during its arcuate swing about the axis of shaft 66. The rear end of rod11 is slidably mounted on a tubular support guide 19 Whichis part of axed assembly H for the coil 88 and inner and outer ux- -I directing ironcylinders 8|, 82 connected bynonmagnetic spacers 83, 84. A ferrous ringis arranged with a gap between the front ends of cylinders 8| and 82 toprovide a shunt flux path.

y Thrusting forwardly' on piston 16 is a, sleevereleasing or kickdownspring 86 of much greater force than that of spring 58. so that spring86 can act to release sleeve F asin Fig. 11. In order to releasably holdthe piston in its Fig. 15 position, a plate armature 81 is fixed to therear face of the piston and adapted to engage the front ends ofcylinders 8|, l82 to complete the ux path at this point. Theelectromagnet H the manual a hollow reciprois of sufficient strength tohold piston 16 retracted against the force of spring 30.

At the rear of the part 13 there is provided a second plate armature 33engageable as in Fig. 15 with the rear faces of cylinders 3|, 32. Ashield is stationary and protects coil 30 against moisture and shieldsit magnetically. This armature is fixed to a sleeve l! slidably on aswitch operator or rod 30 which extends forwardly through guide 13 andpiston rod 11 for attachment to the latter whereby rod 90 moves back andforth with the piston 13. Sleeve 39 mounts a support 0| carrying a valvemember 92, a spring 03 acting between the rear end of the fixed guideand sleeve 33 so as to bias valve member 02 to its Fig. 1l position ofshutting off vacuum supply to the cylinder chamber 34 and venting thesame.

The part 14 is formed with a valve seat 35 cooperable with valve l2 tocontrol supply of vacuum from pipe 93 to chamber 91 in part 14, thischamber being always directly open to the working chamber 94 by apassage 33 as shown in Figs. 12 and 13. Pipe munication with the vacuumin the engine intake manifold J. The part 13 has a valve seat 93 alsocooperable with valve 92 to control venting communication betweenchambers 34, 01 and vent pipe |00 which has one branch |0| leading tothe atmosphere at the air cleaner |02 and a second branch |03 open tothe cylinder chamber |04- forwardly of piston 16. It will be apparentthat when the electromagnet His energized, armature 30 will moveforwardly to its Fig. 15 position of placing chamber 94 in communicationwith the intake manifold J, and when the electromagnet is de-energizedas in Fig. 11 then spring 93 will bias valve 92 so as to vent chamber04.

I have provided means functioning to relieve the thrust-applicationbetween the teeth of sleeve F and the teeth 40 thereby facilitatingmovement of the drive control sleeve element F $6 extends forwardly forcom- 4switch K closes then fect disengaging shift of sleeve F, theelectrotromagnet is de-energized, thereby causing spring I3 to movevalve 32 t0 its Fig. l1 venting position. With the chamber 34 vented,spring 33 is then free to act to move piston 1l forward to take up gapIIB, the piston not moving further until sleeve F is unloaded. Whenpiston 13 moves the amount of gap Ill, the rod portion ||4 has moveddisk L forwardly sufficiently to trip or close switch K whereupon theignition system is grounded as by grounding primary terminal |I3 ofdistributor ||1 by the conductor III, switch K, conductor ||3, andground |23. As soon as the torque is relieved at the teeth of sleeve Fand spring 3l then acts to complete the piston stroke forwardly. Thelength of time that switch K will remain tripped or closed will dependon the length of the enlargement ||4. After rod 3.43 has moved forwardlyfrom its Fig. 15 position to close switch K, continued forward movementof the r0d-will maintain switch K closed during a portion of suchcontinued movement because the forward taper |2| in passing through diskL causes the disk portions |33, ||0 to separate and increase thecontraction of spring lll and hence the friction between the diskportions and rod. As the rod 30 continues its forward movement the reartaper I 22 is engaged by the disk portions and spring begins tov loseits contracting effort previously stored up. Also, spring |03, which wascompressed during closing of switch K, may now overcome the frictionbetween rod 33 and disk L and therefore acts to open the switch. Byappropriately varying the relationship of the parts, the switch may bemaintained closed durfrom its Fig. 15 position of engaging relationshipinto its Fig. 11 position of disengaging relationship with respect toteeth 43. This relief means is in the form of a system of grounding theprimary terminal of the usual distributor of the engine ignition systemwhereby the engine ignition may be momentarily rendered inoperativethereby unloading the torque at sleeve F sufficiently to insure itsrelease by spring 03.

The interrupting system comprises an interrupter trip switch K havingswitch terminals |05, |06 adapted to be bridged for switch-closingfunction by an annular conductor |01 normally biased into its Fig 11switch-opening position by a spring |08. For moving conductor |01 intoen' gagement with terminals |05, |00 I have provided a diametricallysplit disk L having portions |00, ||0 surrounding the rear end portionof rod 90 and being biased into such position by a contracting splitannular spring ring (Fig. 14). Longitudinaldisplacement of the splitdisk L is limited by the end walls I2, ||3.

Rod 90 has an enlarged portion ||4 intermediate its length and soarranged that when the piston 16 is retracted as in Fig. 15, the portion||4 is rearward of disk L and switch K is open. At this time there is agap H5 between the pin 13 and abutment 39. Once piston 13 has beenretracted by vacuum to its Fig. 15 position, the electromagnet H willholdv the piston in such retracted position irrespective of thecontinuance of vacuum in chamber 94.

In order to efing any desired part of the forward piston stroke. Inpractice I have found that a switch closing of about one-third of theforward or kickdown stroke of the piston is satisfactory for thearrangement illustrated.

When piston 13 moves from its Fig. 11 position to its Fig. 15 position,switch K is not closed because the portion ||4 merely expands springwhile holding disk L against the wall ||3. Therefore there is noignition interruption and no engine missing during the rearward pistonstroke.

It is deemed preferably to provide a speed control on the energizationof the electromagnetic coil 30 so as to insure automatic release ofsleeve F below a predetermined car speed `and to accommodate automaticengagement of sleeve F above a predetermined car speed. Whenever the caris in forward driving condition the manual sleeve 42 is either shiftedrearwardly to the low range or forwardly to the high range so that bydriving a governor from the countershaft 35 it is possible to provide aspeed control operated proportionate to the speed of travel of the car.Driven from countershaft gear |30 is a governor M of any suitable type,this governor operating a sleeve |3| outwardly along its drive shaft |32as the car speed reaches a predetermined point. the break-away beingunder control of a detent |33 if desired.

'I'he sleeve |3| has a shoulder |34 engaged by the swinging switch piece|35 of the governor switch N. When the car is stationary the detent |33is engaged and switch N is open. As the car accelerates, the governoreventually reaches its critical speed and detent |33 releases therebycausing switch N to close. As the car slows down, the governor spring|33 restores the parts to the Fig. 11 position and by proportioning thevarious assunse parts it is obvious that switch N may be made tofunction at desired speeds proportionate to car travel. As an example ofone arrangement of governor operation and gearing arrangement, thegovernor may be made to close switch N during car acceleration in firstand third respectively at approximately 7 and 15 M. P. H. (miles perhour), the switch N opening on stopping the car in direct and second atapproximately -7 and 3 MP. H.

respectively.

'lhe driver operated ignition switch is designated at and comprises aconductor |31 which.. in the Fig. 11 position showing the switch on orclosed, electrically connects contacts |38 and |39. Contact |38 extendsby conductor |40 to ammeter 4| and thence by conductor '|42 to the usualstorage battery |43 and thence to ground |44. Contact |39 has aconductor |45 extending by conductor |46 branching therefrom to theengine ignition system herein shown in part as comprising coil |41 anddistributor ||1 having the' primary terminal H6.

A second conductor |48 branches from conductor |45 to one of theterminals of coil 80 and thence by the other terminal to conductor |49to the kick-down switch P and then by conductor |50 through switch yswitch P is normally closed and is opened pref- Nto ground The 5 thegovernor kick-down circuit. When this occurs the coil 80 is energizedand amature 88 moves electromagnetically to its Fig. position remainsopen during the erably by a full depression of accelerator pedal 50'acting through link |52 and a bell-crank leverv |53 pivotally mounted at|54. Lever |53 actuates a link |55 which extends forwardly to adjust theengine throttle valve lever |56. When pedal 50' is thus depressed, thelever |56 is positioned to fully open the throttle valve |51 and as thethrottle valve is adJusted in its wide-open range the lever |53 opensswitch P to eiect a stepdown in the transmission from fourth to third orfrom second to first by de-energizing the coil 80.

Switches P and N are in series so as to form a governor kick-down orholding coil circuit as follows: ground |44 to battery |43 thence by`conductor |42 to ammeter |4| and by conductor |40 to ignition switch O.From switch O this circuit extends through conductors and |48 to coil 80and thence by conductor |49, switch P, conductor and switch N to ground|5|.

In the operation of the mechanism, the car at standstill and withignition the engine idling will cause remain open as in Fig. 11 governorkick-down circuit and de-energizing' coil 80 even though the kick-downswitch P is closed at this time., 'I'he parts are then in their Fig. 11positions with valve 92 seated at 95 so that vacuum at pipe 96 is shutoff from chambers 91 and 94 while these chambers are open through seat99 to vent |00, thereby allowing spring 86 to hold piston 16 and rod 11forwardly projected governor switch N to switch O closed and therebybreaking the and sleeve F disengaged. Armature 81 is thus positionedforwardly away from coil 80 and armature 88 is positioned rearwardlyfrom the coil but not so far but that it will respond to energization ofthe coil. Spring 93 acting through sleeve 89 is now acting to hold valve92 against seat 95 as well to position armature 88 as in Fig. l1.Switchk K is maintained open by the spring |08 so that the ignitionsystem may operate normally without being grounded.

The driver now shifts sleeve 42 to either the high or low range andaccelerates the car, ordinarily above the critical speed of governor Mthereby causing switch N tov close and establish of magnetic attractionto the electromagnet means 8|, 82, the annulus 85 constituting a gapshunt for the electromagnetic circuit at this time. When armature 86moves forwardly, valve 92 is caused to seat at 99. 'I'he vent |0| is nowshut off from chambers 91 and 94, the latter being open to the vacuum inmanifold J through pipe 96, chamber 91, and passage 98.

As the vacuum in manifold J is now open to chamber 94, 'chamber |04being vented at |03, 0|, piston 16 moves rearwardly bringing armature 81in a position of electromagnetic attrac- Vtion with respect to cylinders8|, 82 where it is electromagnetically held independently of thepresence of vacuum in chamber 94. Switch K rearward piston movement. Assoon as the driver allows the engine to coast, sleeve F will engageteeth 49 synchronously under action of spring l58, to step-up` the driveto either second or fourth although the step-up will be delayed by theblocker 52 until engine coast thereby enabling drive in the slowerdriving ratio of first or third as long as desired.

If the car is initially accelerated in first above the governor criticalspeed and the engine allowed to coast, then second will automaticallybecome operative. Then 4if the driver shifts sleeve 42 forwardly to thehigh range, third will of course be skipped and fourth will be obtainedbecause sleeve F will remain engaged. Ordinarily, especially where thecar is equipped with a. uid coupling B, the sleeve 42 may be left in itshigh range and all starts and stops made without further shifting. Thisis possible owing to slippage in the fiuid coupling when stopping thecar for a traffic light and is practicable because the fluid couplingallows high engine torque for favorable car acceleration and becausegovernor M directs a downshift on bringing the car to rest. 'I'hus thereis automatically provided a favorable torquemultiplyi g gearing forstarting, as in third.

is clutched as in fourth,

tolallow spring 86 to release sleeve F which it can do as the car is toa stop because of the low coasting torque at the teeth of sleeve F. Theinterruption of the ignition system at this time does not relieve orreverse the torque a't the teeth of the sleeve unless the governor isarranged to open on coast down at a car speed below engine idle and suchmay be readily provided although by providing -a spring 88 of properstrength the sleeve F will, in any event, release on car coast to astop.

Whenever the car is driving in fourth or second above the governorcritical speed, a full depression of the accelerator pedal will causethe transmission to step-down to third or first, the transmissionstep-up back to fourth or second taking place on release of theaccelerator pedal with attendant synchronization of sleeve F with teeth49. When the accelerator pedal is thus fully depressed for the kickdown,switch P opens thereby de-energizing coil 80. Armature 81 and piston 16cannot move forwardly more than the amount of gap ||5 to release sleeveF because the latter is under torque load by reason of the enginedriving under open throttle. However, armature 88 immediately moves toits Fig. 1l position by spring 93 thereby causing valve 92 to shut offthe vacuum supply to chamber 94 and to vent this chamber as aforesaid.Also, at this time the forreciprocatory ward piston stroke in takingupgap Il! causes enlargement ill to close switch K so that the ignitioninterrupting circuit is established to ground the ignition system at |20and this causes the engine to unload the torque at sleeve F whereuponspring ll acts the sleeve linkage to disengage sleeve F. As the pistoncompletes about one-third of its forward stroke, spring its moves disk Laway from taper |22 thereby opening switch K, restoring the engineignition and allowing the engine to rapidly speed up to pick up thedrive in third or first at the overrunning clutch E. Ordinarily sleeve Fwill always disengage in response to closing ofswitch K so that thisswitch may be arranged to open during one-third to one-half of thetravel of sleeve F rearwardly but this relationship may, of course, bereadily varied.

When the driver reelases the accelerator pedal, assuming governor switchN to be closed, coil 80 is energized to cause armature 88 to move to itsFig. 15 position moving valve 92 to again supply vacuum to chamber 94.This causes piston 16 to move rearwardly and it will be noted that theignition is not interrupted during this stroke oi the piston. As soon asthe engine slows down to synchronize the teeth 49 with will then shiftforwardly by spring 58 to restore direct drive from pinion 28 to gearlli.l

I claim:

1. In a power transmission for driving a vehicle having an engineprovided with an ignition system; a transmission drive-controllingelement operable from a ilrst position to `a second position foreffecting a step-up change in the transmission drive speed ratio andfrom said second position to said nrst position when operation of saidignition system is interrupted to relieve thrust at said element; membermovable in a direction of thrust transmission to urge operation of saidelement to its first said position and in a return direction toaccommodate movement oi said element to its second said position; aswitch comprising a pair of switch conductors one of which is movablerelative to the other between positions of relative engagement anddisengagement of said switch conductors; grounding circuit means forsaid ignition system including said switch so arranged that when saidmovable switch conductor is in one of its said positions then saidignition system is rendered inoperative and when said movable switchconductor is in another of its said position's then said ignition systemis operative; means biasing said movable switch conductor to its saidanother position; a switch operator movable with said reciprocatorythrust member; and means frictionally engaging said switch operator formoving said movable switch conductor to its said one position when saidthrust member moves in the direction of its said thrust-transmissionwhile allowing said switch to remain open when said thrust member movesin its said direction of return.

2. In a power transmission according to claim 1, said frictionallyengaging means comprising a plurality of disk segments, and meansbiasing said segments into engagement with said switch operator.

3. In a power transmission according to claim 1, said frictionallyengaging means comprising an element biased into frictional engagementwith said switch operator and capable of limited movement in a directionparallel to that of said switch operator.

through rod 11, pin 1l, and,

4. In a power transmission for driving a vehicle having an engineprovided with an ignition sleeve F, the latter f a reciprocatory thrustsystem; a transmission drive-controlling element operable from a iirstposition to a second position for effecting a step-up change in the4transmission drive speed ratio and from said second position to saidnrst position when operation of said ignition system is interrupted torelieve thrust at said element; prime mover means operable to controloperation of said element between its said positions; a switch operatingmember reciprocated between two positions in response to operation ofsaid prime mover means in controlling operation of said element asaforesaid; a switch comprising a movable contact' biased intoswitch-opened position; a grounding circuit for said ignition systemincluding said switch; and means frictionally engaging said switchoperating member for moving said movable contact into switch-closedposition when said switch operating member moves in one of itsdirections oi reciprocation while accommodating relative movementbetween said switch operating member and said movable contact such thatsaid movable contact will remain in its said switchv opened positionduring movement of said switch operating member in the other of its saiddirections ofreciprocation.

5. In a power transmission 4, said frictionally engaging a plurality ofdisk segments,

according to claim means comprising and means biasing said segments intoengagement with said switch i operating member.

6. In a power transmission for driving a vehicle having an engineprovided with an ignition system; a transmission drive-controllingelement operable from a first position to a second position for eiectinga step-up change in the transmission drive speed ratio and from saidsecond position to said first position when operation of said ignitionsystem is interrupted to relieve thrust at said element; a movablefollower member operably connected to said element for operating saidelement from its said second position to its said first position; meansbiasing said element from its said first position to its said secondposition; prime mover means for controlling movement of said followermember, said prime mover means comprising an electromagnet having alinx-generating coil and a reciprocatory armature; a reciprocatorystructure projecting through said coil and'having a leader member at oneend thereof disposed to move said follower member thereby to effectmovement of said element to its said ilrst position, said reciprocatorystructure having a switch operator adjacent its other end; power meansoperable to move said reciprocatory structure so as to provide a gapbetween said leader member and said follower member` and to dispose saidarmature in electromagnetic association with said electromagnet; a

f spring biasing said reciprocatory structure so as to cause said leadermember to take up said gap and move said follower member for effectingoperation of said element to its said rst position as aforesaid: meanscontrolling energizaton of said coil; a switch operated in response tomovement of said switch operator such that said switch is closed whensaid leader member moves as aforesaid to take up said gap and such thatsaid switch remains open during return movement of said reciprocatorystructure by said power operating means in accommodating operation oisaid element from its said first position to its said second position bysaid element-biasrelieve thrust at said ing-means; and a groundingcircuit tion system including said switch. l

7. In a power transmission for driving a vehicle having an engineprovided with an ignition system; a transmission drive-controllingelement operable from a first position to a second position foreffecting 'a step-up change in the transmission drive speed ratio andfrom said second position to said iirst position when operation of saidignition system is interrupted to for said ignilower member operablyconnected to said element for operating said element from its saidsecond position to its said first position: means biasing said elementfrom its said rst position to its said second position; prime movermeans for controlling movement of said follower member, said prime movermeans comprising an electromagnet having a flux-generating coil and areciprocatory armature; a reciprocatory structure projecting throughsaid coil and having a leader member at one end thereof disposed to movesaid follower member thereby to eiiect movement of said element to itssaid first position; said reciprocatory structure having a switchoperator adjacent its other end; power means operable to move saidreciprocatory structure so` as to provide a gap between said leadermember and said follower member and to dispose said armature inelectromagnetic association with said electromagnet; a spring biasingsaid reciprocatory structure so as to cause said leader member to takeup said gap and move said follower member for effecting operation ofsaid element to its said rst position as aforesaid; means controllingenergization of said coil; a switch comprising a relatively stationarilymounted terminal and a movable terminal adapted for movement intoengaging and disengaging relationship with respect to said stationaryterminal for switch-closing and switch-l opening functions respectively;means biasing vsaid movable terminal into its said switch-openingrelationship; means frictionally engaging said switch operator formoving said movable ter' minal into its said switch-closing relationshipwhen said leader member moves as aforesaid .to take up said gap, saidfrictionally engaging means allowing said switch to remain open duringre-v turn movement of said reciprocatory structure by said poweroperating means in accommodating operation of said element from its saidrst position to its said second position by said elementbiasing-means;and a grounding circuit for said ignition system including said switch.

8. In a power transmission for driving a vehicle having an engineprovided with an ignielement; a movable foloperating said element fromits said second position to its said .rst position:- means biasing saidelement from its said iirstposition t'o its said second position; primemover means for controlling movement of said follower member, said primemover means comprising an electromagnet having a flux-generating coiland a reciprocator amature;

at one end thereof disposed to move said follower member thereby toeifect movement of said elenetic association with said electromagnetic.spring ment to its said irstposition, said reciprocatory structurehaving a switch operator adjacent its other end; power means operabletomove said reciprocatory structure so as to provide a gap between saidleader member and said follower member and to dispose said armature inelectromagbiasing said reciprocatory structure so as to cause saidleader member to take up said gap and move said follower member foreffecting operation of said element to its said lst position asaforesaid; means controlling energization of said coil; a switchcomprising a relatively stationarily mounted terminal and a movableterminal adapted for movement into engaging and disengaging relationshipwith respect to said stationary terminal for switch-closing andswitchopening functions respectively; means biasing said movableterminal into its said switch-opening relationship; means frictionallyengaging said switch operator for moving said movable' tervminal intoits said switch-closing relationship when said leader member moves asaforesaid to take up said gap, said frictlonally engaging means allowingsaid switch to open by operation of said terminal-biasing-means prior tocompletion of said movement of said follower member in operating saidelement to its said first position and to remain open during returnmovement of said reciprocatory structure by said power operating Y meansin accommodating operation of said element from its said first positionto its said second position by said element-biasing-means; and agrounding circuit for said ignition system including said switch.

Vrcroa n. MATULAITIS.

a reciprocatory structure projecting. through said coil and having aleader member

